Locomotive or car



A. F. BATCHELDER.

LOCOMOTIVE 0R CAR. APPLICATION FILED APR.2I. 1919.

3 SHEETS-SHEET l.

Inventor" olsa F. aLchelder,

His 'L'Lcrneg.

. F. BATCHELDER.

LOCOMOTIVE 0R CAR.

APPLlcATloN man mm1. 1919.

1,394,059. Patented o0@ is, 1921.

3 SHEETS-SHEET 2.

y Inventor flsa Batchdder, b5 n/i 55AM-fe H is flttorneg.

A. F. BATCHELDEB.

LocoMoTlvE on cAR.

v APPUCTION FILED APILZ. 19|9. 1,394,059. ylatenoed Oct. 18, 1921.

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UNITED STATES PATENT OFFICE.

yASA. F. BATCHELDER, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELEC- TRIO COMPANY, A. CORPORATION OF NEW YORK.

LOGOMOTIVE OR CAR.

Original application filed March 21, 1918, Serial No. 223,724, now Patent No. 1

Specication of Letters Patent.

Patented Oct. 18, 1921.

,359,861, dated November 23,

1920. Divided and this application :filed April 21, 1919. Serial No. 291,601.

To all wlw/m, it may concern:

.Be it known that I, ASA F. BATGHELDER, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Locomotives or Cars, of which the following is a specification.

One of the most serious problems to overcome in building locomotives and cars-for high speed service, is Vthe effect of the side pressure against the rails. Such side pressure has a tendency to shear the spikes that hold the rails to the ties and thus spread the rails. This side pressure is due to the guiding of the locomotive bythe track and occurs when the locomotive or car strikes a curve, special work, or irregularities in the track. It is also produced by the oscillation of the trucks on track of any kind, even tangent track. Y

My invention relates to locomotives or cars provided with two or more trucks, at least one of which is rigidly connected to the car frame, and has for its object to provide a locomotive or car in whichl the lateral stresses that must be applied to the rigid truck in order to guide the Same will have a vertical component tending to hold the outer rail to the ties, and in `which a relative transverse movement between the rigid truck and car frame on the one hand and the guiding truck on the other is permitted, maintaining `at the same timeV a predetermined centering or returning elfort between the car frame and the guiding truck. kA further object of my invention is toV reduce to a minimum the oscillation of the trucks.

The various features of novelty which characterize my invention are pointed out in the claims annexed to and forming a part of this specification. For a better understanding of my invention, reference may be had to the following description taken in connection with the accompanying drawing, in which Figure 1 is a skeleton view of an electric locomotive embodying my invention; Fig. 2 visa side elevation of one-half of the locomotive shown in Fig. 1; Fig. 3 is a Sectionalview taken on the line 3 3 of Fig. 2;

`F ig. 4 is a sectional view taken on the line 4 4 of Fig. 3; Fig. 5 is asectional view taken on the line 5 5 of Fig. 4; Fig. 6 is a view similar to that of Fig. 3 showing a 4adjacent structure of modification of the structure of that figure; and Fig. 7 is a plan view of the rollers and Fig. 6.

In the accompanying drawings and following description, I have illustrated and described in some detail a certain cab or body construction which is not claimed herein .but is disclosed and claimed in my copending application Serial No. 223,724, filed March 21, 1918, now Patent 1,359,861, Nov. 23, 1920, of which the present application is a division.

In' accordance with one aspect of my invention, the running gear of the locomotive or car comprises two or more trucks of the u sual construction, the car frame being rigidly connected to the frame of one of the trucks and supported on the truck frame of another of the trucks at a point above the truck frame, said support allowing a relative transverse or angular movement between the car frame and the second or guiding truck and maintaining at the same time a predetermined centering or returning eifort between the car frame and the guiding truck. It is preferable that the returning or centering effort be constant in value. lVith such an arrangement better results will be obtained than heretofore from the standpoint of oscillation and from the standpoint of flange wear, and furthermore the lateral pressure exerted at the wheels of the rigid truck for the purpose of `guiding it, will be applied at such a. height that the resulting vertical component tending to hold the outer rail in place is greatly increased over that heretofore contemplated. This arrangement also facilitates the operation` of my locomotive on curves of short radii. I also provide a guiding` joint between the rigid truck and the guiding truck which still further tends to reduce the oscillation of this truck.

In the drawing, I have illustrated my invention applied to a locomotive comprising two similar running gear sections 1 and 2, each of which has mounted thereon two trucks 3 and 4. The trucks 3 are rigidly connected to the car frames 5 and are located nearest the middle of the locomotive, the trucks 4 being near the end of the locomotive. Each of the trucks 3 are shown as having pairs of wheels 6, the axles of which are journaled in journal boXes 7, on which a truck frame 8 is supported. These truck frames 8 are rigidly connected to the car frames 5. All of the wheels of these trucks 3 are shown as driving wheels, the axles being supplied with the well-known bipolar' type of electric motor. Each of the trucks 4 has pairs of wheels 9, the axles of which are journaled in journal boxes 10, on which a truck frame 11 is supported. Only the two inner pairs of wheels of each of these trucks are shown as driving wheels, the pair of wheels at the end of each of these trucks which is at the end of the locomotive are shown as idle or guiding wheels.

Rigidly mounted on and extending above each of the truck frames 11 is a member 12. Cooperating with the member 12 is a inember 13 carried by each of the ear frames 5 and arranged to move transversely to the member 12. rllhese two members form the centering device for maintaining a predetermined centering or returning effort between the car frame 5 and the guiding truck 4. The centering device may be placed at any desired height above the truck frame. In the drawing it is shown at a considerable height whereby the lateral stresses which must be applied to the rigid truck to guide the same will have a large vertical component tending to hold the outer rail to the ties. The member 13 comprises a bearing bracket 14, a bearing 15 and rollers 16 and 161 connected together by a shaft 17. The rollers can rotate on their shaft in the bearing 15 and at right angles to their shaft, due to the curvature of the surface of the bearing 15 and the cooperating surface of the bearing bracket 14, as clearly seen in Fig. 51 The rollers bear on the upper surface of the member 12, the shape of which may be anything desired, dependingupon the required value of the forces desired for returning or centering the car frame 5 with reference to the truck 4 after the car frame has moved transversely with respect to the truck 4, or in other words, after the rollers 16 and 161 have moved from their central position on the upper surface of the member 12. 1n other words, the rollers 16 and 161 and the inclined surfaces of the member 12 are arranged with respect to the center line of the truck 4, so that when the locomotive or car strikes a curve, special work or irregularities in the track which displace this truck, the lateral thrust due to the displacement of this truck is only against the inclined sur face on that side of the truck operating on the rail which is displacing the truck. l have illustrated the upper surface of the member 12 as V -shaped and so proportioned that it will require approximately 50 por cent. of the vertical pressure on the centen ing device to displace the truck 3 laterally, and this pressure will remain substantially constant for the full travel of the rollers.

A joint 18 is provided between each of the end or guiding trucks 4 and each of the rigid or middle trucks 3 for the purpose of guiding the trucks that follow. I have designed this joint so that it is capable of carrying a part of the load of the car frame 5, which permits the placing of the centering device in any position on the longitudinal center of the guiding` truck. 1f it is displaced from the center of the truck and is placed, for instance, at the end of the truck 4 away from the truck 3 as shown in the drawings, the guiding truck is caused to carry its portion of the load of the superstructure partly through the centering device and partly through the joint 13. l also provide a guiding joint 19 between the rigid or middle trucks 4. This joint, however, does not carry any load, but is so designed as to allow vertical movement between the trucks 3. These joints 18 and 19 contain certain novel features which form the subject matter of my Patent No. 1,310,049, dated July 15, 1919.

As described above and illustrated in Fig. 1, my locomotive comprises two running gear sections, each having a rigid truck 4 and a guiding truck 3. The cab structure comprises two cab sections 20, each of which is mounted on a running gear section, and third section 21 located between the other two sections. The section 21 is preferably mounted so that the running gear is free to move angularly with reference thereto. The cab sections 20 are shown as extending over only a portion of each of the running gear sections. Such a construction of cab permits the use of a single heating plant for the locomotive which is placed in the cab section 21 and supplies heat to both of the cab sections 20 and if desired to the rest of the train hauled by the locomotive. v This construction also permits the ready removal of the central section 21 together with the heating plant and the substitution of another central section, if the apparatus is out of order for any reason.

Figs. 6 and 7 illustrate a modification of the structure of Figs. 3, 4 and 5. ln this present structure the support of the centering device comprises a transverse member 20 (which may or may not be an integral part of the truck frame), upper operating faces of which are provided by members 21 and 22. The upper working faces of these members 21 and 22, consists of oppositely inclined surfaces terminating in horns 25 and 26. The roller 27 coperates with the surface 23 and the roller 24 simultaneously cooperates with the surface 24; the horns 25 and 26 are provided to limit the movement of the rollers 27 and 28 and to prevent the displacement of the rollers 27 and 23 from the members 21 and 22. r1he transverse member 30 carried by the car frame,

carries the rollers 27 and 28 as appears in Fig. 6. The transverse member 30, rollers 27 and 28, the bearings therefor, etc., comprise the member corresponding to member 13 of the structure Fig. 3. The axes of rollers 27 and 28 are disposed substantially along radii from that point about which the truck 4, on which the rollers bear, rotates, that is, the joint 18 between the truck and its adjacent truck 3. In other words, the axes of these rollers are so arranged that the rollers move transversely to the surfaces 23 and 211 on the circumference of a circle, the center of which is the joint 18 between the truck 4lon which they bear and the adjacent truck 3. By this arrangement of the rollers they rotate. on their supports, or rather on the surfaces 23 and 24, with a minimum sliding movement and hence with minimum wear of the rollers and the surfaces 23 and 241. Also, as appears particularly from Fig. 7, the members 21 and 22, or rather the surfaces 23 and 24 thereof, are disposed at such opposite angles that the length-of each is substantially at right angles to the axis of its own roller. The operation of this structure is substantially like the operation of the structure of Fig. 3. The construction of Figs. 6 and 7 tends to hold the leading and trailing trucks in their central positions. When a blow is delivered by the leading or trailing truck against the rail head, the car frame is displaced laterally across the leading and trailing trucks. In such a sidewise displace-- ment, the weight of the car frame rolls up on the inclined surface on that side, and thus transfers weight from one rail to the rail that is affected thereby, e., the rail which is displacing the truck. In other words, the rollers 27 and 28 and the inclined surfaces 23 and 24 are arranged with respect to the center line of the truck 4, so that when the locomotive or car strikes a curve, special work or irregularities in the track which displace this truck, the lateral thrust due to the displacement of the truck is only against the inclined surface 4on that side of the truck operating on the rail which is displacing the truck. This action not only increases the holding power between the rail and tie at that point, but it also increases the time and distance during which -the pressure is delivered to the rail head.

One advantage of the structure of Figs. 6 and 7 over the structure of Fig. 3 in which there is a single roller mounted at an elevated point, is that when the compression of the springs supporting the truck frame on the axle is released, the lever arm through which it acts to oscillate the car frame is shorter than where the roller is mounted at an elevated point, and, therefore, there is less' oscillation of the car frame with the structure of Figs. 6 and 7 Furthermore, in the construction of Figs. 6 and 7, it is not essential to mount the centering device above the truck frame, and in certain cases it may be sufficient to mount it below the top of the truck frame.

I desire it to be understood that my invention is not limited to the particular arrangements shown and that I aim in the appended claims to cover all modifications thereof which do not depart from the spirit and scope of my invention.

What I claim as new and desire tosecure by Letters Patent of the United States, is:

1. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, means for supporting said car frame on said second truck at a point above said truck frame, said means allowing a relative transverse or angular movement between said car frame and said second truck and maintaining a predetermined centering or returning effort between said car frame and said second truck, and a guiding joint between said trucks, said means for supporting said car frame on said second truck frame being so positioned that said joint between said trucks carries part of the load on said car fra-me.

2. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, anda truck frame supported on said journal boxes, means for supporting said car frame on said second truck frame at a. point above said truck frame, said means allowing a relative transverse or angular movement between said car frame and said second truck and maintaining a substantially constant centering or returning effort between said car frame and said second truck, and a guiding joint between said trucks, said means for supporting said car frame on said second truck frame being so positioned that said joint between said trucks carries part of the load of said car frame.

3. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame. a second truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, and a centering device for supporting said car frame on said second truck frame comprising means rigidly mounted on said truck frame having a pair of oppositely inclined surfaces and coperating means carried by said car frame and arranged to move transversely to said iirst mentioned means, said inclined surfaces and coperating means being arranged with respect to the center line of said second truck, so that when the locomotive or car strikes a curve, special Work or irregularities in the track which displace said second truck, the lateral thrust due to the displacement of said truck is only against the inclined surface on that side of the truck operating on the rail which is displacing the truck.

4:. 1n a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, and a centering device for supporting said car frame on said second truck frame comprising means rigidly mounted on said truck frame having a pair of oppositely inclined surfaces and coperating means carried by said car frame and arranged to move transversely to said first mentioned means, said centering device maintaining a predetermined centering or returning effort between said car frame and said second truck, said inclined surfaces and cooperating means being arranged With respect to the center line of said second truck, so that when the locomotive or car strikes a curve, special Work or irregularities in the track which displace said second truck, the lateral thrust due to the displacement of said truck is only against the inclined surface on tnat side or the truck operating on the rail which is displacing the truck.

5. 1n a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising axles, journal boxes for said axles, and a truck frame supported on said ournal boxes, and a centering device for supporting said car frame on said second truck frame comprising means rigidly mounted on said truck frame having a. pair of oppositely inclined surfaces and coperating means carried by said car frame and arranged to movertransversely to said first mentioned means, said centering device maintaining substantially constant centering or returning effort between said car frame and said second truck, said inclined surfaces and cooperating` means being arranged With respect to the center line of said second truck, so that when the locomotive or car strikes a curve, special Work or irregularities in the track which displace said second truck, the lateral thrust due to the recipes displacement of said truck is only against the inclined surface on that side of the truck operating on the rail which is displacing the truck.

o. 1n a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, a centering device for supporting said car frame on said second truck frame comprising means rigidly mounted on said truck frame having a pair of oppositely inclined surfaces and coperating means carried by said car frame and arranged to move transversely to said first mentioned means, said inclined surfaces and cooperating means being arranged with respect to the center line of said second truck, so that when the locomotive or car strikes a curve, special ivork or irregularities in the track which displace said second truck, the lateral thrust due to the displacement of said truck is only against the inclined surface on that side of the truck operating on the rail which is displacing the truck, and a guiding joint between said trucks.

Y. ln a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, ournal boxes for said axle, and a truck frame supported on said journal boxes, a centering device for ,supporting said car frame on said second truck frame comprising means rigidly mounted on said truck frame having a pair of oppositely inclined surfaces and coperating means carried by said car frame and arranged to move transversely to said first mentioned means, said centering device maintaining a predetermined centering or returning effort between said car frame and said second truck, said inclined surfaces and cooperating means being arranged with respect to the center line of said second truck, so that when the locomotive or car strikes a curve, special Work or irregularities in the track which displace said second truck, the lateral thrust due to the displacement of said truck is only against the inclined surface on that side of the truck operating on the rail which is displacing the truck, and a guiding joint between said trucks.

S. 1n a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, a centering device for 6,0 i l the middle trucks being 'rigidly connected` supporting said car frame on said second truck frame comprising a member rigidly mounted on and extending above said truck frame and a coperating member carried by said car frame and arranged to move transversely to said first mentioned member, and a guiding joint between said trucks, said centering device being so positioned that said joint between said trucks carries part of the load of said car frame.

9. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said `truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, a centering device for supporting said car frame on said second truck frame comprising a member rigidly mounted on and extending above said truck frame and a cooperating member carried by said car frame and arranged to move transversely to said first mentioned member, said centering device maintaining a predetermined centering or returning ei'lort between said car frame andsaid second truck, and a guiding joint between said trucks, said centering device being so positioned that said joint between said trucks carries part of the load of said car frame'.

10. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for saidaxles, and a truck frame supported on said. journal boxes, said truck frame being rigidly connected vto said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, a centering device for supporting said, car frame on said second truck frame comprising a member rigidly mounted on and extending above said truck frame and a coperating member carried by said car frame and arranged to move transversely to said iirst mentioned member, said' centering device maintaining a substantially `constant centering or returning Veii'ort between said car frame and said sec-VA ond truck, ,and a guiding joint betweensaid trucks, said centering device being so positioned that said joint between said trucks carries part of the load of said car frame.

1l. In a locomotive or car, a car frame comprising two portions, four trucks, two of said trucks beingat the ends of said locomotive and the other two being located between theeother two, each of said trucks comprising an axlejournal boxes for said axle, and a truck frame supported on said journal boxes,V each ofthe truck frames of to one ofthe portions of the car frames, and means for supporting each' portion of said car frame on one of thetruck frames of said and. tracks .ati la `paet aber@ .Said truck frames, said means allowing a relative transverse or angular movement between said portions of the car frames and said end trucks n and maintaining a predetermined centering or returning effort between said car frame portions and said end trucks, and guiding joints between each two of said trucks.

12. In a locomotive or car, a car frame comprising two portions, four trucks, two of said trucks being at the ends of said locomotive and the other two being located between the other two, each of said trucks comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, each o1- the truck frames of the middle trucks being rigidly connected to one of the portions of the car frames, and means for supporting each portion of said car frame on one of the truck :trames of said end trucks at a point above said truck frames, said means allowing a relative transverse or angular movement between said portions of the car frames and said end trucks and maintaining a predetermined centering or returning effort between Said car frame portions and said end trucks, and guiding joints between each two of said trucks, said means for supporting said portions of the car frames on said truck frames of the end trucks being so positioned that said joints between said end and middle trucks carries part of the load of said car frames. i

`13. In a locomotive or car,a car frame comprising two portions, four trucks, two of said trucks being at the ends of said locomotive and the other two being located between the other two, each of said trucks comprising an axle, journal lboxes for said axle, and a truck frame supported on said journal boxes, eachvof the truck frames of the middle trucks being rigidly connected to one of the portions of the car frames, and a centering device for supporting each portion of said car frame on one of the truck frames of said end trucks comprising a member rigidly mountedV on and extending above said truck frame and a cooperating member carried by the car frame and arranged to move transversely to said iirst mentioned member, and guiding joints between each two of saidtrucks.

14. In a locomotive or car, a car frame comprising two portions, four trucks, two

of said trucks being at the ends of said locomotive and the other two beinglocated between the other two, each of said trucks comprising an axle, journal boxes orsaid axle,` and atruclcframe supported on said journal.v boxes, each of the, Vtruck frames of the 'middle trucks beingrigidly connected to one of the portions of the carirames, and a centering device for supporting each portion ef Said @er frame en one of the truck frames of said end trucks comprising a member rigidly mounted on and extending above saidtruck frame and a cooperating member carried by the car frame and arranged to move transversely to said first mentioned member, and guiding joints between each two of said trucks, said centering devices being so positioned that said joints between said end and middle trucks carry part of the load of said car frames.

15. In a locomotive or car, a car frame comprising two portions, four trucks, two of said trucks being at the ends of said locomotive and the other two being located between the other two, each of said trucks comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, each of the truck frames of the middle trucks being rigidly connected to one of the portions of the car frames, and a centering device for supporting each portion of said car frame on one of the truck frames of said end trucks comprising a member rigidly mounted on and extending above said truck frame and a coperating member carried by the car frame and arranged to move transversely to said first mentioned member, said centering devices maintaining a predetermined centering` or returning effort between said portions of the car frame and the end trucks, and guiding joints between each two of said trucks. Y

16, In a locomotive or car, a car frame comprising two portions, four trucks, two of said trucks being at the ends of said locomotiveV and the outer two being located. between the other two, each of said trucks comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, each of the truck frames of the middle trucks being rigidly connected to one of the portions of the car frames, and a centering device for supporting each portion of said car frame on one of the truck frames of said end trucks comprising` a member rigidly mounted on and extending above said truck frame and a coperating member carried by the car frame and arranged to move transversely to said iirst-mentioned member, said centering device maintaining a predetermined centering or returning effort between said portion of the car frame and the end trucks, and guiding joints between each two of said trucks, said centering devices being so positioned that said joints between said end and middle trucks carries part of the load of said car frames.

17. In a locomotive or car, a car frame comprising two portions, four trucks, two of said trucks being at the ends of said locomotives and the other two being located between the other two, each of said trucks comprising an axle, journal boxes forV said axle, and a truck frame supported on said journal boxes, each of the truck frames 0f the middle trucks being rigidly connected to one of the portions of the car frames, a centering device for supporting each portion of said car frame on one of the truck frames of said end trucks comprising a member rigidly mounted on and extending above said truck frame and a. cooperating member carried by the car frame and arranged to move transversely to said first-mentioned member, said centering device maintaining a substantially constant centering or returning effort between said portion of the car frame and the end trucks, and guiding joints vbetween each two of said trucks, said centering devices being so positioned that said joints between said end and middle trucks carries part of the load of said car frame.

18. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a sec'- ond truck comprisingfaxles, journal boxes for said axles, and a truck frame supported on said journal boxes, a guiding joint between said trucks, and a centering device for supporting said car frame on said second truck frame comprisingmeans rigidly mounted on said truck frame and provided with two oppositely inclined surfaces and a coperating member carried by said 'car frame comprising two rollers, one of said rollers coperating with one of said inclined. surfaces and the other of said rollers simultaneously coperating with the other of said inclined surfaces.

19. In a locomotive or car, a car frame, a truck comprisingaxles, journal boxes for said axles and a truck frame `supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, a guiding joint between said trucks, and a centering device for supportingV said car frame on said second truck frame comprising means rigidly mounted on said truck frame and provided with two oppositely inclined surfaces and a coperating member carried by said car frame comprising two rollers, one of said rollers cooperating with one of said inclined surfaces and the otherof said rollers simultaneously coperating with the other of said inclined surfaces, the axles of said rollers being so disposed that said rollers move on said oppositely inclined surfaces on the circumference of a circle, the center of said circle being said guiding joint. l

c 20.v In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck Aframe supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes Jfor said axle, and a truck frame supported on said journal boxes, a guiding joint between said trucks, and a centering device for supporting said car frame on said second truck frame comprising a member rigidly mounted on said truck frame and a cooperating member carried by said car frame comprising two rollers, the axes of said rollers being so disposed that said rollers move transversely to said first mentioned member on the circumference of a circle, the center of said circle being said guiding joint, said centering device being so positioned that said oint between said trucks carries part oi' the load of said car frame.

21. In a locomotive or car, a car frame, a truck comprising axles, journal boxes for said axles, and a truck frame supported on said journal boxes, said truck frame being rigidly connected to said car frame, a second truck comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, a guiding joint between said trucks, and a centering device for supporting said car frame on said second truck frame comprising a member rigidly mounted on said truck frame and provided with two oppositely inclined surfaces and a co operating member carried by said car traine comprising two rollers, the axes of said rollers being so disposed that said rollers move on said oppositely inclined surfaces on the circumference of a circle, the center of said circle being said guiding joint, saidv journal boxes, each of the truck frames of the middle trucks being rigidly connected to one of the portions of the car frames, guiding joints between each two of said trucks, and a centering device for supporting each portion or said car frame on one of the truck irames of said end trucks comprising a member rigidly mounted on said truck frame and a cooperating member carried by the car frame comprising two rollers, the axes of said rollers being so disposed that said rollers move transversely to said irst mentioned member on the circumference of a circle, the center of said circle being the guiding joint between the truck on which said first mentioned member of the centering device is mounted and the adjacent truck.

23. In a locomotive or car, a car frame comprising two portions, four trucks, two of said trucks being at the ends of said loco# motive and the other two being located between the other two, each oi' said trucks comprising an axle, journal boxes for said axle, and a truck frame supported on said journal boxes, each of the truck frames of the middle trucks being rigidly connected to one or" the portions of the car frames, guiding joints between each two of said trucks, and a centering device for supporting each portion of said car frame on one of the truck frames oi" said end trucks comprising a member rigidly mounted on said truck frame and having oppositely inclined sur- 'faces and a cooperating member carried by the car frame comprising two rollers, the axes of said rollers being so disposed that said rollers move on said oppositely inclined surfaces on the circumference ot a circle, the center of said circle being the guiding joint between the truck on which said first mentioned member of the centering device is mounted and the adjacent truck.

In witness whereof, have hereunto set my hand this 16th day of April, 1919.

ASA F. BATCHELDER. 

